Nude is Not a Color quilt, made by Hillary Goodwin, Rachael Dorr, and contributors from around the world, 2017. / THF185986
We often associate quilts with warmth and creativity. They can also make statements —serving as banners advocating a cause.
For nearly 200 years, American women have used needle and thread—once the only medium available to them—to express opinions, raise awareness, and advocate for social change. Women gathered in homes and in their communities to create quilts supporting causes like abolition, voting rights for women, and war relief.
This striking quilt, Nude is Not a Color, was created in 2017 by a worldwide community of women who gathered virtually to take a stand against racial bias. Learn more about the quilt below, and see it for yourself on exhibit as part of What We Wore in Henry Ford Museum of American Innovation, from March 11 through April 18, 2021.
The Quilt’s Story
In 2014, a clothing brand that sewist and blogger Bianca Springer of Pearland, Texas, had publicly supported introduced a new line of pale beige garments called Nude—a name long used by the fashion and cosmetic industries for products like hosiery and lipstick. Bianca took action. She contacted the company, thinking that the name was perhaps an oversight —reminding them that “nude” is a state of undress, not a color. And that the shade they chose as “nude” reflected only people of lighter skin tone—thus marginalizing people of color. Bianca’s perspective was repeatedly dismissed by company officials as overblown and irrelevant. She felt excluded and invisible. Quiltmaker Hillary Goodwin of Auburn, California—also a fan of the company's clothing designs—wanted to stand in solidarity with her friend Bianca, and with other people of color. Together they decided to make a statement in fabric. Through Instagram, Hillary asked quilters to create a shirt block in whatever color fabric they felt best represented their skin tone, or that of their loved ones. Twenty-four quilters responded, from around the United States and around the world, including Canada, Brazil, the United Kingdom, Spain, the Netherlands, and Australia. Hillary then combined these shirt blocks with an image of Bianca wearing one of the “Nude” brand garments—creating this motif of a woman of color clothed in many shades of “nude.” Rachael Dorr of Bronxville, New York, then free-motion machine-quilted the completed quilt top.
More people became aware of the company’s bias and lent their voices to the issue, demanding change—and the brand eventually altered the name of the garment collection. A global community of women, willing to use their talent and voices to take a stand against racism, made a difference.
*Designed and constructed by Hillary Goodwin, Auburn California
*Design assistance by Robin King, Auburn, California
*Paper-pieced shirt pattern designed by Carolyn Friedlander, Lake Wales, Florida
*Shirt blocks contributed by:
Carmen Alonso, Oviedo, Spain
Agnes Ang, Thousand Oaks, California
Berene Campbell, North Vancouver, British Columbia, Canada
Kirsty Cleverly, Sunshine Coast, Queensland, Australia
Silvana Pereira Coutinho, Brazil
Anne Eriksson, Egmond aan den Hoef, The Netherlands
Hillary Goodwin, Auburn, California
Rebecca Green, United Kingdom
Lynn Carson Harris, Chelsea, Michigan
Phoebe Adair Harris, Chelsea, Michigan
Krista Hennebury, North Vancouver, British Columbia, Canada
Sandra Johnson, Orange, California
Chawne Kimber, Easton, Pennsylvania
Tamara King, Portland, Oregon
Alexandra Ledgerwood, Kansas City, Missouri
Maite Macias, Oviedo, Spain
Nicole Neblett, Ann Arbor, Michigan
Krishma Patel, Carteret, New Jersey
Amy Vaughn Ready, Billings, Montana
Sonia Sanchez, Oviedo, Spain
Rachel Singh, Seattle, Washington
Michele Spirko, Amherst, Massachusetts
Bianca Springer, Pearland, Texas
Jess Ziegler, Adel, Iowa
*Free-motion machine quilted by Rachael Dorr, Bronxville, New York
The makers each had a unique story to tell—below are some of their insights.
“Hearing of this encounter was an eye opener for me as a white woman. How would I feel if I had to explain to my daughter that her skin tone was not the “standard”? How many other ways does my white privilege benefit me without me acknowledging it? How could I help stand in solidarity with my friend?” —Hillary Goodwin, Auburn, California
“The … collection featured a non-diverse group of models wearing beige fabrics classified as "nude.” My "nude" skin is not beige and the use of the term made it clear they did not have me in mind… the color … only fits the white majority, signals white supremacy and marginalizes people of color… With the conceptualization of the quilt, the issue went from commiseration and emotional processing of systemic and overt racism, to a broader statement of activism.” —Bianca Springer, Pearland, Texas
“Although I considered myself a non-racist white person, I am not, of course, and I had never really given any thought to what it felt like to live life in a skin color that was not white. I credit my participation in the making of this quilt as the beginning of my slow and never-ending quest to be an anti-racist ally and to use the unearned privilege afforded me solely by my skin color to help bring some long overdue justice to this country.” —Tamara King, Portland, Oregon
"We are a group of three friends, we met through sewing… We live in Asturias, a small region in the north of Spain, that has traditionally been a land of emigrants … concepts such as "white privilege,” "black lives matter" … "segregation" ... sound very foreign to us… Choosing the fabrics for our "shirts" was … a surprise. How different we all are! And then seeing all the "shirts" … Mind blowing!” —Sonia Sanchez (along with friends Carment Alonso and Maite Macias), Oviedo, Spain
“I hope that the message of the quilt reaches a lot of people and, at least, has them thinking.” —Kirsty Cleverly, Sunshine Coast, Queensland, Australia
“I grew up in the South at a time when bare legs were scandalous and pantyhose were expected on any good young lady. The color options were black, suntan, and nude. It never quite made sense why nude was so white and why my own predominant skin tone was equated to someone's suntan. Why would white skin be the default in such a creative industry as fashion? Unfortunately the industry still adheres to these color naming schemes, which only serve to make sure I know that I am Other in this society.” —Chawne Kimber, Easton, Pennsylvania
“My daughter, Phoebe, who was 10 at the time, often spent time in my sewing room with me and loved to help choose fabrics for my projects. I had Phoebe help choose a fabric that matched my skin tone. She noticed that HER skin matched a different color and wanted to contribute a block too. I loved that teachable moment we had in the sewing room… This moment contributed to her journey of looking at how people are the same, how people are different, representation, and fighting for social justice as she is now doing in her teens.” —Lynn Carson Harris, Chelsea, Michigan
“I am familiar with the disappointment when undergarments, hosiery, foundation creams made in cream/pink aka “nude" never quite match my more yellow/olive skin tone. Working with quilting cotton solids in skin tones that ranged from rich chocolate to yellow undertones was liberating as it helped me be more comfortable challenging the current paragon for skin tone.” —Agnes Ang, Thousand Oaks, California
“I was born into a white, middle-class family in South Africa during the sixties. When you live in a life where everyone looks and lives like you do, you come to believe that this is normal life, however of course, this is far from the truth. Despite my family being liberal, I was blind as to the impact that my privilege had had on the black communities around us… I have become more aware of this burden of my privilege on others… The simple awareness of how our world is designed for some but not all, should inspire us to make equitable changes to provide dignity for all. Inclusivity and raising each other up makes us a strong human race.” —Berene Campbell, North Vancouver, British Columbia, Canada
“As an Asian Indian couple, a job move for my husband brought us to USA in 2001. Within a short time the unfortunate events of 9/11 occurred. Watching the morning news live, I saw the first tower being struck and a few minutes later the second! All telephone systems were down and I was not able to contact my husband… Fearing the worst possible harm to my husband, I panicked! I knocked on my neighbor’s door. We had shared the elevator a few times. All I wanted to know from her was, how far or near my husband’s workplace would be to the Twin Towers. She opened the door, took one look at me and yelled into my face, ‘Go back to wherever you came from, you [n-word]!’” —Krishma Patel, Carteret, New Jersey
“As a new grad and a South Asian female when I first went to work in investment banking I needed stockings to go with my business attire. I would always find loads of "Nude" colored stockings but they never kind of matched my skin color. A few stores would only carry that color and I had to go find specific stores that sold the ones matched my complexion.” —Rachel Singh, Seattle, Washington
“People like me with brown skin are thus ignored and rendered invisible. And yet, we exist and we matter. I contributed to this quilt to join with others who also believe that nude is not a color. I contributed two shirts: one shirt is the color of honey and the other cocoa brown. These shirts represent each of my brown-skinned daughters. May they never feel invisible. May they always know that their color of nude is just as worthy and beautiful.” —Nicole Neblett, Ann Arbor, Michigan
“…people of color face a world frequently viewed only through the white lens, while white people have blinders on to that experience… I’m proud to be part of this project and hope it inspires white viewers to open their hearts and minds to the anti-racism work we must continue to do for the sake of all humanity.” —Michele Spirko, Amherst, Massachusetts
Jeanine Head Miller is Curator of Domestic Life at The Henry Ford. All quilt contributor images from the collections of The Henry Ford.
Lyn St. James, photographed by Michelle Andonian, 2008 / THF58574
Lyn St. James was watching from afar when Janet Guthrie was trying to break into Indy car and stock car racing. At the time, St. James was a part-time competitor chasing a Sports Car Club of America road-racing national championship in a Ford Pinto.
“I was excited and pumped about my racing, and I watched her on the television and thought, ‘God, she’s struggling and nobody wants her there,’” St. James recalled. “She didn’t smile very much, and it made me say, ‘Why would I want to do that? Why would I want to put myself in that kind of situation when I was having so much fun?’”
This racing helmet worn by Lyn St. James is going on display in Driven to Win: Racing in America. / THF176437
In the early 1980s, Kelly Services sponsored the International Motor Sports Association (IMSA) American Challenge championship and paid bonuses to female drivers. St. James parlayed an opportunity in that series, along with a chance encounter with legendary Ford executive Walter Hayes, into a highly successful relationship with Ford that produced six wins in IMSA competitions, including class victories at Daytona and Sebring, prior to shifting her focus to Indy cars. She is also the only woman to win an IMSA GT race driving solo.
Lyn St. James at IMSA, Watkins Glen, NY, 1985 / THF69459
“I wanted to test-drive one, just to experience the peak of race car performance,” she said. “I was just in heaven. I had set speed records in a stock car at Talladega, and in comparison, it felt numb. Dick Simon [IndyCar team owner] was very supportive, and that was a turning point. I wrote to 150 companies over four years seeking support. J.C. Penney was the 151st, but the first one that said yes.”
Finally, in 1992, St. James became the first woman to qualify for the Indianapolis 500 since Guthrie last had, 15 years earlier. St. James finished 11th in the race, claiming Rookie of the Year honors (the first woman to do so). In 1994, she out-qualified reigning Indy car champion Nigel Mansell at Indy; she made a total of seven Indianapolis starts, with her last in 2000. She has been inducted into the Sports Car Club of America and the Florida Sports halls of fame, and held 21 international and national closed-circuit speed records over a 20-year period.
Lyn St. James’s Indy 500 history from 1992 to 2000. / THF284826
Mentor of Motorsports
St. James still occasionally competes in vintage races, and in addition is a speaker, author, philanthropist, and coach, but spends most of her time mentoring female drivers. Her foundation’s driver development program has graduated more than 230 participants over the last 25 years, including then-future Indy car drivers Sarah Fisher and Danica Patrick.
Lyn St. James at her Complete Driver Academy, which provided a comprehensive education and training program for talented women race car drivers who aspired to attain the highest levels in motorsports, in Phoenix, Arizona in 2008 (photograph by Michelle Andonian). / THF58682
“It’s sad that leaders in motorsports have not figured out that the car levels the playing field for everyone,” St. James said. “The leaders have missed an opportunity to show how female involvement in racing really represents society. Women can perform and compete on an equal level.”
Involvement with The Henry Ford and
Driven to Win
In 2008, a small crew from The Henry Ford traveled to Phoenix, Arizona, to visit a race car driver academy for women. The institution, called Complete Driver Academy, was established by Lyn St. James in 1994 to help identify potential champion female drivers and provide the tools they needed to further their careers. The Henry Ford interviewed St. James there as part of its Visionaries on Innovation collection of video interviews, which also features other racing legends such as Mario Andretti.
Lyn St. James’ 1992 Indianapolis 500 "Rookie of the Year" trophy will be on exhibit in Driven to Win. / THF176451
In addition to documenting St. James’ oral history, The Henry Ford has many artifacts from her racing career in its collections—some of which will be on display in the new Driven to Win: Racing in America permanent exhibition in Henry Ford Museum of American Innovation, where St. James is a showcased driver. “Lyn has been an adviser to the exhibit going back more than ten years,” said Curator of Transportation Matt Anderson. “From the start, she has offered her help and advice, including connecting us with innovators like motorsports training expert Jim Leo of PitFit Training in Indiana.”
Vicki Wood drove at least one Chrysler 300 car from Carl Kiekhaefer's NASCAR team—though we can’t be sure this Kiekhaefer Chrysler in our collection was driven by her. / THF90106
Stock car racer Vicki Wood was born March 15, 1919, in Detroit. Her success on Detroit area tracks in the early 1950s caught the attention of Chrysler's public relations office. Sensing a promotional opportunity, they arranged for her to try for speed records at Daytona Beach in 1955 and 1956. Each time, she drove a Chrysler—and it's possible, though we can’t be sure, that one was the Kiekhaefer Chrysler in our collection, pictured above.
Wood set several records on the sands of Daytona Beach between 1955 and 1960. In three of those years, her times beat all the male drivers. In 1960, Wood set a one-way speed record of 150.375 mph—the fastest one-way run by a woman in the history of Daytona’s beach course. Wood retired in 1963 but, because beach racing ended in 1959 when Daytona International Speedway opened, she’ll always be “the fastest woman on the beach.”
She passed away on June 5, 2020, in Troy, Michigan.
Matt Anderson is Curator of Transportation at The Henry Ford.
“When I was growing up, I had pictures of a Lamborghini Countach and Porsche 959 on my wall next to Duran Duran,” laughed Beth Paretta, the first female executive to lead a performance division for a major auto manufacturer.
After graduate school, Paretta took a job selling cars, then landed a management role with Volkswagen Credit. “That taught me the behind the scenes of the automotive business,” she shared. “It was a good opportunity to sit on all sides of the table, to figure out what the manufacturers and the dealers want, let alone the customers.”
She then spent four years as the U.S. operations manager for Aston Martin. Because the company was so small, this gave Paretta hands-on experience in every aspect of the business—a major factor why she was recruited by Ralph Gilles and the late Sergio Marchionne to lead the SRT brand when Fiat Chrysler Automobiles (FCA) spun it off as a separate “halo” division.
Running SRT brought responsibility for managing FCA’s American motorsports programs, taking Paretta’s life full circle. During her tenure, FCA drivers won multiple championships in NASCAR and International Motor Sports Association (IMSA). “Racing was a comfort for me since I was about 5 years old,” she said. “I found it weirdly soothing to watch, and I was mesmerized by it. At a basic level, I still find that. When I got involved, I loved solving business problems and figuring out how to do things better.”
Whether at VW, Aston, or FCA, Paretta often noticed something. “I spent much of my career sitting in meetings where I was the only woman at the table,” she said. “I’ll be honest, there were times at the beginning when I thought that was kind of cool. ‘Hey, look at me!’ But then I was like, ‘This isn’t cool at all. Why am I the only one here?’”
In 2015, Paretta formed Grace Autosport, using racing as a platform for encouraging young women to pursue STEM (science, technology, engineering, and math) careers. She hopes to eventually field a car in IMSA or the Indianapolis 500 with a pioneering all-female team.
“Racing is the fuel that keeps the spotlight on what we are doing, but the important work is the education,” Paretta said. “We know we can affect a kid’s trajectory of what they want to do when they are 10-12 years old. That’s when you plant the real seed. Racing is fantastic because it demonstrates teamwork, and it’s applied STEM, or STEM in action.”
Sarah Fisher with Lyn St. James. Photo courtesy Lyn St. James.
Born October 4, 1980, in Columbus, Ohio, Sarah Fisher raced quarter midgets and go-karts before age 10, and earned multiple karting championships in her teens. When she competed in her first Indianapolis 500 in 2000, she was only the third woman to do so (after Janet Guthrie and Lyn St. James) and—at age 19—the youngest. With her third-place finish at Kentucky Speedway later that season, Fisher became the first woman to earn a place on the podium in an IndyCar Series event.
Racing suit worn by Sarah Fisher in 2009, which will be on exhibit in Driven to Win: Racing in America in Henry Ford Museum of American Innovation. / THF176380
Fisher retired from driving after 2010 (and after nine starts in the Indy 500), but continued as a team owner. In 2011, Fisher became the first female owner to earn an IndyCar victory, with driver Ed Carpenter at the wheel.
Matt Anderson is Curator of Transportation at The Henry Ford.
Racing Suit Worn by Erin Crocker While Competing in the 2003 Season of World of Outlaws Sprint Car Series / THF176375
Erin Crocker, the youngest of five siblings, was born in Wilbraham, Massachusetts, on March 23, 1981. Her father William encouraged Erin’s brothers to share his passion for racing and was pleasantly surprised when Erin also showed an interest in the sport. She started quarter midget racing in 1988, at the age of seven, winning numerous events and being named the Most Improved Novice her first year racing.
Throughout middle school and high school, Crocker continued to collect accolades, racing quarter midgets, mini sprints, and sprints. Her athleticism wasn’t confined to racing, however, as Crocker established herself as a star high school athlete, playing varsity lacrosse, tennis, and soccer and being a member of the ski team.
Crocker began racing professionally while attending college at New York’s Rensselaer Polytechnic Institute, finding time to focus on schoolwork and play varsity lacrosse during the week, while still being able to race on weekends. In 2003 she graduated with a degree in industrial and management engineering and continued successfully racing sprint cars, while Rensselaer sponsored her World of Outlaws endeavors.
By 2004, Crocker caught the attention of Ford’s driver development efforts and she was invited to participate in their program, with hopes of breaking into NASCAR. Crocker opted not to go with Ford in 2005, but accepted a position with Evernham Motorsports, becoming the first woman to enter its driver development program. While with Evernham Motorsports, she was able to gain experience in the ARCA, Busch, and Craftsman truck series, which helped make a name for herself in the world of racing.
In fact, the Biography Channel featured Crocker during an episode of their 2006 series NASCAR: Driven to Win. The series, produced in conjunction with NASCAR, profiled young, up-and-coming drivers to show their lives on and off the track as they dealt with the everyday realities of competitive racing.
However, Crocker found herself without a sponsor after Evernham Motorsports decided to close the #98 team following the 2006 season. She continued to race in a few truck series events in 2007, as well as volunteer for the Make-A-Wish Foundation. She provided her racing insights when she jumped into the SPEED Channel’s broadcast booth for a September 2008 ARCA/REMAX race.
In August 2009, Erin married Ron Evernham, a well-known individual within the racing community. Evernham is currently a co-owner of Gillett-Evernham Racing, an ESPN analyst, owner of the East Lincoln Speedway outside Charlotte, North Carolina, and proprietor of Ray Evernham Enterprises, which includes a museum and auto shop.
Erin Crocker’s Racing Achievements and Awards
Was a three-time Northeast Regional Quarter Midgets of America Champion. Crocker held the quarter midget title from 1993 to 1996, and was Quarter Midgets of America Female Driver of the Year from 1993 to 1995.
Became the youngest driver to win at the Whipp City, Massachusetts, Speedway, when she earned a mini sprint victory at the track in 1998.
Won five feature races and twelve heat events driving a 360 winged sprint car for Woodring Racing in 2002.
Won the 2002 National Sprint Car Hall of Fame Outstanding Newcomer Award.
Became, in 2003, the first woman to qualify for the 410 winged sprint class at the Knoxville Nationals, and was named the 2003 Knoxville Nationals Rookie of the Year.
Became first woman to win a World of Outlaws feature, when she claimed a victory in October 2004 at the Thunderbowl Raceway in Tulare, California.
Was the 2004 USAC Kara Hendrick Spirit Award honoree.
Competed in the 2005 ARCA/RE MAX series as part of the Evernham Motorsport’s driving development program. She collected five top-ten finishes and two pole positions in six starts, winning the Superspeedway Championship, the first woman driver to do so.
Competed in the 2006 Craftsman Truck series as part of the Evernham #98 Dodge Ram team. Crocker, the first woman to run a full season, finished the series in 25th place.
Toured throughout the 2008 season supporting affordable entry-level racing technology within the newly developed SpeedSTR class.
This post was adapted from a profile developed for the exhibition Women in the Winner’s Circle, a collaboration between The Henry Ford and Lyn St. James’s Women in the Winners Circle Foundation.
Denise McCluggage was born January 20, 1927, in El Dorado, Kansas. A journalist by trade, McCluggage was covering motor racing for the New York Herald when she developed an avocational interest in the sport. She had no formal training, but proved herself a natural talent on the track. Through the 1950s and 1960s, she raced against some of the era’s finest professional drivers. Along the way, she earned victories in sports car races at Nassau, Watkins Glen, and Sebring.
Denise McCluggage Talking with Stirling Moss at Bahamas Speed Weeks, November 27 - December 10, 1961 / THF134439
McCluggage co-founded Autoweek in 1958 and contributed pieces to the magazine through the remainder of her life. McCluggage was inducted into the Automotive Hall of Fame in 2001 and the Sports Car Club of America Hall of Fame in 2006, and died on May 6, 2015, in Santa Fe, New Mexico.
Matt Anderson is Curator of Transportation at The Henry Ford.
Janet Guthrie at Indianapolis Motor Speedway, 1979 / detail from THF140173
After graduating from the University of Michigan, Janet Guthrie worked as an aerospace engineer while also serving as a pilot and flight instructor. But her passion was driving her Jaguar in Sports Car Club of America road races, and by the time she was 35, Guthrie was a full-time racer.
In 1976, she arrived at Indianapolis Motor Speedway (IMS) as a 38-year-old rookie with the eyes of the world upon her. Several prominent drivers publicly criticized her presence. "Most of the oval track drivers never had the experience of running with a woman driver, and they were sure they weren't going to like it," recalled Guthrie, now 81. "That got calmed down within the course of the races that I ran in 1976. But the public, I think, needed to be convinced."
When the controversial newcomer didn't find enough speed in her primary car, A.J. Foyt offered his spare Coyote, and Guthrie showed enough pace in practice to become the 500's first female qualifier. But that historic achievement would have to wait another year. "Those were the glory days of the Indy 500, with 85 cars entered, so qualifying for the first time was really a major moment of my life,” she said.
The autographed racing glove worn by Janet Guthrie in 1977, when she became the first woman to compete in the Indianapolis 500, will be on display in the Driven to Win: Racing in America exhibition in Henry Ford Museum of American Innovation. / THF166385
Guthrie's car broke early in the 1977 race, but more importantly, Indy's gender barrier had been broken. She returned to IMS a year later and drove to a ninth-place finish despite concealing a broken wrist. In all, Guthrie drove in 11 Indy car races between 1976 and 1979, earning a career best fifth-place finish at the Milwaukee Mile in her final open-wheel start. She also competed in 33 NASCAR Cup Series races in the same period, earning five top 10 finishes.
Besides being the first female to qualify and compete in both the Indy 500 and Daytona 500, Guthrie was inducted into the International Women's Sports Hall of Fame in 1980, the International Motorsports Hall of Fame in 2006, the Sports Car Club of America Hall of Fame in 2018, and the Automotive Hall of Fame in 2019.
In retrospect, Guthrie did much of the heavy lifting for the female drivers who followed her into the American motorsports arena. Respect for her achievements, from both a sporting and sociological standpoint, only increases with the passing of time. "The 'first woman' thing was more of a responsibility than anything," Guthrie said. "I think I took the heat, and then the drivers discovered that I was competitive, I was courteous and that I was getting the most out of my equipment."
Guthrie is convinced that a female circuit racer will one day demonstrate the kind of championship-winning success women have achieved in NHRA drag racing. "There's a lot of talent at the lower levels, and it all depends on who gets the chance," she said. "I'm sure that eventually we will see a woman win the Indianapolis 500, and similarly with the Daytona 500."
In honor of National Engineers Week at The Henry Ford, our Curator of Transportation Matt Anderson lead a panel (including Michigan Department of Transportation’s Michele R. Mueller, Kettering University’s Kip Darcy, and Arrow Electronics’ Grace Doepker) on the topic of autonomous vehicles. The panel wasn’t able to answer all of the questions asked, so we’ve collected our inquiries for the experts to weigh in on.
If you missed the panel, you can watch the presentation here.
Is the Comuta-Car a copy of The Dale? Matt: The Dale is a story unto itself. That car (like the company behind it) was considered a fraud, while the Comuta-Car was a much more successful effort to manufacture and market vehicles. The Dale was a three-wheeled car powered by a two-cylinder internal-combustion engine. The Comuta-Car had four wheels and a DC electric motor. The Dale was also considerably larger, measuring 190 inches long to the Comuta-Car's 95 inches. That said, both cars were aimed at economy-minded customers looking for fuel efficiency.
Is there a danger to the vehicle being hacked? Michele: There is a lot of work around security from all aspects (vehicle, infrastructure, supplier hardware, software, etc.) that put multiple layers of security in place to prevent that.
Kip: System security is a big deal - ensuring vehicle platforms are using the most sophisticated security is vital to building trust for owners and operators. Over-the-air updates is an important component to ensure the vehicle platform has the latest antivirus/security defenses. Like cell phones, the platform always needs to be secure.
What types of programs/coding is available to protect the confidentiality of the car to only be assigned to the driver? Michele: The industry has developed and continues to develop things such as personal recognition items (facial features, fingerprint, eye scan, etc.) that would allow this type of driver confidentiality. It has also brought to light concern over law enforcement and emergency responder access if needed in cases of having to impound a vehicle, if the vehicle is in a crash etc. MDOT has worked very diligently with Michigan State Police specifically to meet with industry professionals and talk through these challenges from that perspective and has aided the industry in their development of the technology. MDOT also works with other entities to provide training opportunities to Emergency responders for how to handle these types of vehicles as well as electric vehicles as they become more common on the infrastructure.
Kip: Quite likely that users and owners will give up a fair amount of confidentiality w/technology providers/OEMS when using fully connected vehicles. Like web browsing and mobile phone usage, it will be used to personalize the experience. Flip side - multiple users of a vehicle would have user accounts/profiles like current smart key/fob profiles on vehicles. If someone uses your fob, they may have access to your profile and user data.
How do these cars account for winter driving in states like Michigan? Michele: A lot of testing goes on with these vehicles in all weather conditions and many of the auto companies and Tier I suppliers have facilities in northern and Upper Peninsula of Michigan to do testing such as this in those conditions. They are run through many weather scenarios rigorously and this is a good use case for why we set up our pilot and deployments in this space as sustainable environments so that regardless of when the weather happens the environment is there to test with.
Kip: As Michele points out, Michigan is an amazing test environment: the combination of extreme weather and infrastructure challenges make for great testing to compliment all of the work done in California, Arizona, and Nevada.
How do you overcome the liability issue? If an individual is in a crash due to driver’s error, it’s their fault. If an individual is in a crash in an autonomous car, is the manufacture at fault? Michele: This is a very hot topic with a lot of lawyers, legal teams, insurance entities, etc., all part of the conversation. That determination is not out yet and I believe we have a bit to go before it is resolved. I do know that the reduction of crashes is drastically reduced by taking the human error factor out which automatically leads to a reduction in injuries and fatalities.
Kip: I see the convergence of two issues; driver liability and product liability. Currently need a licensed driver in a vehicle - fault pinned to the driver (however, MI is no-fault) Malfunctioning systems would be a product liability issue - such as a possible design or manufacturing defect. In a future w/L4/L5 fully automated vehicles w/o a licensed driver, the insurance regulations will need to change. NAIC National Auto Insurance Commissioners has resources on the topic.
When do you think autonomous vehicles will become widely used in our everyday life? Michele: I personally believe that a fully Level 5 automated vehicle being widely used with saturation is 15-20 years out. We have automated vehicles today with different feature sets and they are showing benefits. There will be a transition period and a mixed use for a quite a while yet.
Kip: Based on adoption studies done before the pandemic, I would concur: 2045 for 50% adoption rate for L4/L5. Important to remember the average fleet age in the US: 11- to 12-years old; a lot of old cars on the road.
You mentioned how highways impacted cities and Black communities. You could flip that question and ask about how autonomous vehicles will impact rural communities, especially in areas where cities are few and far between and infrastructure not as important. Is there an incentive to go automated in independent, rural America? Michele: The speculation is that you will see some sort of incentivization at some point to adapt the technology in your vehicle whether new or after market. This may come as the technology and infrastructure are more advanced and refined for implementation, nobody knows for sure what that will look like however, it is very feasible. MDOT has done testing with industry partners in rural areas and to be honest there are some differences but not many, we currently do a lot of testing and deployments in the denser areas just due to the location of the industry partners doing development and testing, the closer they are to those platforms the more testing, tweaks, retesting that can be done for a lower cost. In the decision-making process for infrastructure standards and specifications we are looking at the entire State of Michigan for setting those and as upgrades and projects are done all areas are putting in the infrastructure to be ready for the technology as the needs and demand spreads.
Additional Resources: Please check out the following links to learn more.
Michigan Department of Transportation – Michigan Department of Transportation is responsible for planning, designing, and operating streets, highways, bridges, transit systems, airports, railroads and ports. Find out more about lane closures, roads, construction, aeronautics, highways, road work and travel in Michigan.
MDOT: 2021 Engineering Week Webpage Michigan Department of Transportation – 2021 Engineering Week. 2021 Engineering Week. Engineers and technicians work together at MDOT to provide Michigan the highest-value transportation services for ensured safety, economic benefit, and improved quality of life.
Arrow Electronics: Five Years Out Arrow Electronics – Welcome to the tangible future. The people who live and work here know that new technologies, new materials, new ideas and new electronics will make life not only different, but better. Not just cheaper, but smarter. Not just easier, but more inspired. Five Years Out is a way of thinking to bridge the gap between what is possible and the practical technologies to make it happen. Automotive Security AV Development and Adoption
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In his first race ever, Henry Ford beat Alexander Winton in the Sweepstakes Race. / THF94819
On October 10, 1901, Henry Ford made history by overcoming the favored Alexander Winton in his first-ever automobile race. Backed by a willingness to take risks and an innovative engine design, Henry earned the reputation and financial backing through this one event to start Henry Ford Company, his second car-making venture.
His success that day is a natural introduction display for our newest permanent exhibition, Driven to Win: Racing in America, presented by General Motors. Driven to Win celebrates over 100 years of automotive racing achievements and the people behind the passion for going fast.
Photos of the 1901 race provide a view of the environment that written accounts don’t. / THF123903
In creating an exhibition, we start with many experience goals. In this case, one exhibition goal is to take our guests behind-the-scenes and trackside. As you experience Driven to Win, you’ll find many of the vehicles displayed on scenic surfaces and in front of murals that represent the places the cars raced. Henry Ford’s Sweepstakes Race took place on a horse racing track in Grosse Pointe, Michigan. Through reference photos and discussions with our exhibit fabrication partner, kubik maltbie, artisans created a surface that captures the loose dirt quality of a horse racing track. If you look closely, you’ll see hoof prints alongside tire tracks, which capture the unique location of this race.
kubik maltbie’s artists created a variety of samples to find the most accurate dirt display surface that’s also suitable for use in a museum setting.
Look closely and you can see evidence of horses having raced on the same track.
The next component in bringing this race to life needed to illustrate what the day was like. It also needed to convey the most exciting part—when Henry Ford overtook his competition. Working with a local artist, Glenn Barr, we created a background mural depicting Henry’s rival being left in the dust. To do this, we returned to available reference photos showing the track, grandstand, and Henry’s rival, Alexander Winton, who was the country’s most well-known racer at this time.
Sketches and small-scale paintings allowed Glenn Barr and the design team to discuss components of the mural before the final painting was created.
Glenn created a series of early sketches to make sure we had all the important elements. We then took those sketches and added them to our 3D model of the exhibition. This allowed us to pre-visualize the entire display from all angles, and verify we had the correct perspective in the mural. Color plays a big part in creating this scene with a certain mood. The goal was a color palette that felt like 100+ years ago, but also like we were watching the race. Glenn created a series of color samples that allowed us to find the right combinations.
Programs like Sketchup allow us to easily create exhibit spaces in three-dimensions so that we can study sightlines and relationships between exhibit elements.
While this photo was posed, likely to commemorate the race win, Henry Ford and Ed “Spider” Huff’s postures are confirmed from other photos, and this one provides clearer details. / THF116246
The last element in creating our day-of-the-race display was perhaps the most important—Henry Ford and his ride-along mechanic, Ed “Spider” Huff, themselves. Again, reference photos are vital tools in seeing the past. In creating these mannequins we had three key elements to address: Henry and Spider’s likenesses, the clothing they wore, and the postures they’d have sitting in the vehicle. kubik maltbie’s artists were able to capture this moment. They started with clay sculptures of Henry and Spider’s faces.
Henry Ford and Ed “Spider” Huff’s likenesses were captured in life-sized clay sculptures that would later be used to create molds for the finished mannequins.
As these mannequins needed to sit directly in the vehicle, a museum artifact, much of the final sizing, positioning, and decisions on how they interfaced with the car was done away from the actual vehicle. kubik maltbie’s sculptor came to the museum for several days and built a wood frame system around the Sweepstakes. This accurately captured important dimensions and connection points. An exact replica of the steering wheel became a template that sculptors could use in their studio to finalize hand positioning.
If you’ve visited Greenfield Village at The Henry Ford, you’ll have seen that period clothing is one of our specialties. Every spring we distribute over 1,000 sets of handmade attire authentic to many different time periods. With insight from our curators, our Clothing Studio provided period-accurate clothing, from shoes to hats, for Henry and Spider.
Henry Ford and Ed “Spider” Huff arrive at the museum.
Museum conservators and the installation team place Ed “Spider” Huff, Henry’s ride-along mechanic, on the Sweepstakes’ running board.
Together, all these elements allow us to take you on a trip back in time. I invite you to visit the museum and see this monumental moment in racing history, stand trackside, and imagine what it must have been like. You can even hear our faithful replica of the “Sweepstakes” running. It sounds nothing like today’s track-ready racing machines.
Wing Fong is Experience Design Project Manager at The Henry Ford.